Apparatus for preventing collisions on railways.



T. G. MASON.

APPARATUS FOR PREVENTING GOLLISIONS 0N RAILWAYS. APPLIUATIQN FILED H1324. 190s.

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'I'. G. MASONa APPARATUS FOR PRBVENTING GOLL'ISIONS 0N RAILWAYS. 'APPLIoATInN-HLBD 11133.24. 190s.

937,377. 'Patented oeth 19,1909.

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APPLICATION FILED 11:13.24, 1908.

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UNITED sTATEs PATENT. orrion.

THOMAS C. MASON, OF LOS ANGELES, CALIFORNIA, ASSIGNOR TO MECHANICAL & ELECTRICAL APPLIANCES COMPANY, INCORPORATED, OF CARSON CITY, NEVADA.

V.APIEAEtA'TUS FOR PREVENTING COLLISIONS ON RAILWAYS.

Specication of Letters Patent.

Patented Oct. 19, 1909.

Application filed February 24, 1908. Serial No. 417,694. Y

To all whom it may concern:

Be it known that I, THOMAS C. MASON, of the city of Los Angeles, in the county of Los Angeles and State of California, have invented new or Improved Apparatus for Preventing Collisions on Railways, of which the following is a full, clear, and exact specification, reference being had to the accompanying drawings, and to the letters and figures marked thereon.

My said invention which relates to apparatus or means for preventing collisions on railways operated by steam locomotive engines, performs its functions -by establishing certain electrical connections between two locomotive engines approaching each other upon the same railway track, and at a predetermined minimum distance from each other, and in such manner that the electrical apparatus or means carried by each of such locomotive engines operates to close the throttle valves of both the locomotive engines, therebycutting off the flow of steam from the boiler of each locomotive engine, and stopping the operating action of the steam upon the pistons in the cylinders of both of such locomotive engines, thereby bringing the engines when traveling either alone, or with trains attached thereto, to a stop or standstill.

The electric current used for the purposes of this invention is generated either byprimary or secondary batteries, or by a dynamo carried upon each of the locomotive engines, and transmitted from the electrical apparatus upon one of the engines to the electrical apparatus on the other of the engines by means of an insulated third rail. In this third rail is a series of breaks for electrically disconnecting portions of said third rail arranged as hereinafter described.

ln operation the current is taken from the source of supply or generation thereof upon one locomotive engine at a time and always from the locomotive engine approaching from a constant predetermined direction.

The current is delivered to, and received from the third rail by means of trolleys carried by locomotive engines as hereinafter described.

Upon the annexed drawings Figure l, is a side elevation of part of a locomotive engine showing the device constituting my invention as applied thereto. Fig. 2, is a plan of the same corresponding to Fig. 1. Fig. 3, is a side elevation of part of the device drawn upon a larger scale than in Figs. l, and 2, and shown as detached from the locomotive engine. Fig. et, is a plan of the trolleys with their carrying frame, and portions of the axles ofthe locomotive engine. Fig. 5, is a diagrammatic plan illustrating two locomotive engines approaching one another from opposite directions` (showing the direction of the electrical current.) Fig. 6, is a diagrammatic plan on a smaller scale than in Fig. 5, of a portion of railway track and third rail as used according to my invention, and illustrating a series of breaks and laps in the third rail. Fig. 7is a diagram 't illustrating in detail the part of the electric current between two locomotive engines equipped with the safety device or apparatus constituting my invention. Fig. 8, isa plan of the `electro-magnets rand adjuncts. Fig. 9, is a side elevation of the electro-magnets and adj uncts, the lower portion ofthe carrying bracket being broken away. Fig. l0, is an end elevation of the electro-magnets and adjuncts, the upper portions being broken away. Fig. 11, is a side elevation of the bracket carrying the electro-magnets. Fig.

1Q, is an end elevation of the bracket carrying the electroem'agnets.l

In Figs. 1, and 2, the part marked A, is a portion of a locomotive engine having the steam dome A', and wherein also the parts marked B, represent a portion of the frame of the engine.

The driving axles are marked C, and C', and the axle boxes D, and D, and thecab is markedl E. The driving wheels being marked D2, and D3, the outer rails D4, and D5, and the .third rail D6.

The throttle valve F, may be of any wel] known construction as shown in Fig. 1, which is there represented as consisting of an upper and a lower circular or disk portion F', and F2, respectively, connected by a stem. Each of the parts F, and F2, when the valve F, is closed, rest upon the seats G, and G2, of the throttle box Gr, and when so closed shut olf the steam from the steam chest, cylinders, slide valves and pistons of the locomotive engines.

The upper` portion F', of the throttleV Y opposite arm of said bell crank F4, being connected to the horizontal throttle rod F5, which passes out in rear of the dome A', through the pipe A2, provided with a stufl ing box A5, and gland A4, at the outer end thereof, as shown in Figs. 1, and 2.

Upon the bracket A7, there is a rocking arm A5, pivoted upon a fixed fulcrum A5, at one end. At the other end of the rocking arm A5, is a movable fulcrum A5, upon which one end of the throttle lever H, is pivoted. At a short distance from the ful.- crum A5, the throttle lever H, is pivotally connected at A", with the outer end of the horizontal throttle rod F5, which is here provided with. a locking device such as the quadrant H2, having teeth H5, upon its periphery, normally held in engagement with the latch H4, which is forced between the teeth H5, of the quadrant H2, by the spring H5, upon the lever H. The latch H4, at its outer end is pivotally connected at H, to an arm H7, Whose opposite end is pivoted at H5, to the latch-trip H5, which is pivoted at H10, upon the lever H.

In the position shown in Figs. l, and 2, wherein the center line of the lever H, coincides with the line x-Jy, the throttle-valve F, is held closed. Vhen it is required to start the engine by opening the throttlevalve F, the latch-trip H5, is grasped and pressed toward the lever H, and through the arm H7, withdraws the latch H4, from engagement with the toothed quadrant H5. The lever H, is then moved outwardly upon the fulcrum A8, and when its center line coincides with the line -z, Fig. 2, then the throttle is opened to the full extent. Variation in the position of the lever H, between these extremes, results in a proportionate lesser degree of opening of the throttlevalve F.

A movement of the throttle lever H, in the direction of the arrow (Fig. 2) serves to open, and a movement in the opposite direction serves to close the throttle-valve i F, and by varying the extent of these movements the quantity of steam passing through the throttle-valve is adjusted.

The foregoing description of the drawings relates to parts of the apparat-us which I use for being operated, and it is to be understood that these parts do not constitute any portion of my invention.

My safety device consists of the bell crank lever H12, having a long arm H11, and a short arm H15, engaging .with an upwardly extending lug H14, upon the latch H4, whereby when the arm H11, is pressed toward the throttle lever H, the latch H4, is drawn out of engagement with the quadrant teeth H5.

In my device there is also the yoke I, hav ing a slot I', which is adapted to fit loosely over the throttle-lever H, the slot being of such alength that when the yoke is in the position shown in Fig. 3, the lever H, may be moved into a position corresponding to the full open or closed position of the throttlevalve F. The yoke I, is provided at one end with a guide portion I2, of circular or other suitable cross section, and at its opposite end with a similar but longer portion I5, to the extremity of which a block J, is attached, by the pin J The block J, is provided with a lip J 4, at its extremity, and a wedge-shaped portion J 5, below. Mounted` upon the boiler A, are the guides K, and K', having feet K1, K5, enabling them to be attached to the boiler A,by bolts or rivets passing through holes K4.

Between the faces K5, of the guide K', and of the block J, is interposed a spring L, which is shown extended in Figs. l, and 2, and compressed in Fig. 3, and which normally serves to hold the face I4, of the yoke I, in contact with the guide K'. Pivoted upon a bracket M, attached to the boiler A, is a lever or trip M', provided upon opposite sides of its fulcrum with a short portion M5, adapted to engage with the block J, and a long portion M5, adapted to be struck by a hammer N,1nounted upon an armature N', capable of attraction by the electro-magnet O, and hereinafter more fully described.

Upon two of the locomotive axles C, C', and held in a central position thereon by means of the collars D7, D5, rigidly attached to the axles, Fig. 4, is a trolley carrying frame P, having bearings P', P2, with caps P3, P4, respectively, attached to each, and to the frame P, by bolts P5, P0. A crossbar P10, Figs. l, and 4L, with depending ends P5, P0, is attached to the frame P, by the bolts P11, P15, but insulated therefrom by the washers P15, P14. The ends P5, P0, of the crossbar P10, are further provided with depending stops P15, P15. Pivotally connected to the ends P5, P5, their downward motion limited by the stops P15, P10, are the trolley bars Q, Q', provided with forked ends, (sometimes designated trolley harps) Q3, Q4, in which are liournaled the axles Q5, Q5, of the flanged trolley wheels Q7, Q5. The. pivoted ends of the trolley bars Q, Q', are held in place in the ends P5, P9, of the bar P10, by washers Q5, Q10, and pins Q11, Q14. The electro-magnets O, O', Figs. 1, 2, 8, 9, and

10, are placed side by side, and the winding consists of two insulated wires O2, O3, shown in Fig. 7, simultaneously wound upon the core O1, then upon the core O5, the cores O1, and O5, consisting each of the usual bundle of soft iron wires p. The upper and lower ends of the cores O4, and O5, are held by the blocks of insulating material R, R', respectively. The coils as a whole are attached by bolts R2, R3, to the bracket S, separately shown on a smaller scale in Figs. 11, and 12. The bracket consists of a vertical portion S, an integral horizontal lupper portion S', and an attached horizontal portion S3. (The specific construction of the bracket may, however, be varied.) As shown in the drawings the bracket S, is provided at the base with a foot S2, to admit of its attachment by bolts to the boiler A. The bracket is further provided with a projecting lug S4, Fig. 11, to which is attached the binding-post R1, by

.a threaded end r, and nut 1', but insulated therefrom by the thimble r2, and washer r3. To the binding-post Rt, below, and midway between the vertical axes of the coils, is attachedthe armature N', 4consisting of the spring r4, the body portion r11, the hammer end N, and the cross-bar n', which latter spans the lower ends of the cores O4, '05. A. contact spring a2, is rigidly attached by brazing or otherwise, to the armature N', and below it and insulated therefrom, and from the armature N', by the washers r6, and i, is another contact spring n3, attached to the armature by the bolt rs, to which is also attached the wire r, which is connected to the Vbinding-post w10, and thence to the trolley bar Q. The binding-post r10, is connected to the bracket S, by the screw` portion r11, and nut r12. The springs a2, and a3, respectively, make Contact with the binding-posts at, a5, which are connected to the bracket S, by nuts n, a1, and insulated therefrom by the insulating washers as, 719.

For the sake of graphical clearness in the diagram Fig. 7, the electro-magnets O, O', are shown in a plane at right angles to that in which they are. shown in Figs. 1, and 2, and the trolley arms Q, and Q', of each locomotive engine are shown one above the other, instead of side by side. The portion of the diagram Fig. 7 to the right of the vertical center line a-b represents the electrical equipment of a locomotive engine approaching from a given direction, and the portion to the left of the center line @-5, the similar equipment of a locomotive engine approaching from the opposite direction. The third rail Fig. 6, through which the electric current passes from one locomotive to the other; consists of a series of sections D, placed parallel to, and distant from one of the rails as D1, about one fourth of the distance between the centers of the rails D1, D5, in line about half a mile apart, and a second series of sections D9, placed close to the front, overlapping them, and spanning the spaces between them. The sections D, D9, of the third rail are insulated from one another and from the ground.

1n Fig. 7, the source of the electric current is indicated as a battery T, and the wires in the closed circuit through which the current is passing are indicated by heavy lines, and those in the open circuit, by light lines. When the Voppositely connected trolleywheels Q, Q', upon the two locomotives are simultaneously resting upon the same individual section of D, or D1, of the third rail, the safety devices become operative. The path of the electric current is from right to left of the diagram Fig. 7, from the battery T, it passes in the direction of the arrows through the wire O3, through its several convolutions, around the magnet cores O5, O1, in succession, to the bindingpost. n1, thence through the contact spring n2, the armature N', the connection R1, the wire 143, the trolley Q', to the third rail D, thence to the opposite locomotive at the left of Fig. 7 through the trolley wheel Q,wire19, through the contact spring 17.3, (which is insulated from the armature N,) through the binding-post a5, the wire O2, around the magnet cores Ot, O5, in succession, and being then grounded upon the locomotive, from thence it passes to the rails Dt, to D5, in the direction of the arrows through the conductor D5, to the other pole of the operating battery T, upon the other locomotive.

The current in its passage around the cores' 0", O5, magnetizes them and causes them to attract the armatures N', against the resiliency of their springs rt.

In order that the throttle valves upon both of the locomotives may be closed by the passage of the electric current through the system comprised by the two locomotives, the railroad track, and the third rail; the throttle-valve F, upon each of the engines, is opened to the full extent by the movement of the throttle lever H, in the direction of the curved arrow in Fig. 2. rFhe position of the throttle lever H, in the slot 1', of the yoke 1, and of the bell-crank arm H11, are indicated by dotted lines in Fig. 3, the bellcrank arm H11, bearing against the inside face H14, of the yoke 1. The lever H, is also shown in cross section in full lines in its position in the slot 1', corresponding to the 5 closed position of the throttle-valve F.

When the yoke 1, is placed in the position shown in Fig. 3, the spring L, is compressed between the face 1C', of the guide K', and the block J. The parts are then held in'the relative positions shown in Fig. 3, by the arm M2, of the trip lever M', engaging with thenotch in the block J, beneath the lip J2.

`When the electrical circuit is completed between the two locomotives, the following action takes place on both locomotives; the electro-magnets attract the armature N, its hammer end N, striking upon the longer arm M3, of the lever hf and releasing its opposite and shorter end M2, from engagement with the block J, which immediately springs back under the expansion of the spring L, drawing with it the yoke H, whose inner face H1, strikes the arm H11, of the bell-crank H12, thus withdrawing the latch H4, from engagement with the quadrant H2, and releasing and carrying with it, the throttle lever 'H, to the position shown in Fig; 2, thus closingthe throttle valve F.

After the parts of the throttle closing device have been placed in the position shown in Fig. 3, the throttle lever may be operated by hand between the limits of its motion in the slot I; and the closing device is equally effective when the throttle valve F, is only partly open.

In order to insure the effectiveness of the hammer N, upon the lever l 3, the hammer N, is made to undergo a series of rapid strokes or vibrations as the attraction of the magnets for the arma-ture N, causes the contact springs a2, and a3, to break the electrical circuits by drawing them Out of contact with the binding posts a, a5, respectively, the contacts being remade by the reflex action of the armature spring r4.

It is to be understood that the apparatus or mechanism constituting my invention is wholly inoperative excepting` when two locomotive engines approaching each other have one of the trolleys of each locomotive engine in Contact with one and the same overlapping section of the third rail of the railway hereinbefore described, whereby the circuit between the electrical apparatus on each locomotive engine is placed in circuit with the electrical apparatus on the other locomotive, the apparatus being thereby operated to close the throttle-valve on both the locomotive engines all in the manner hereinbefore set forth.

I claim as my invention.

l. In a locomotive engine adapted for traveling upon a third rail railway whose third rail is constructed of overlapping sections, the combination of a bell-crank lever pivoted upon the throttle lever, and adapted to engage the throttle lever latch, a yoke secured to guide portions of different lengths, and having a central slot adapted to lit loosely over said throttle lever; guides for said guide-portions, a block secured to the longer of said guide portions, and a spring between the adjacent faces of said block and one 'of said guides, whereby the throttle valve is normally held in a closed position, operating in the manner and for the purposes substantially as set forth.

2. In a locomotive engine adapted for traveling upon a third rail railway whose third rail is constructed of overlapping sections, the combination of a bell-crank lever having arms of diiferent lengths, pivoted upon the. throttle lever and engaging the throttle lever latch; a yoke having a. central slot adapted to it loosely over the throttle lever and the longer arm of said bell-crank lever, exterior guide portions of diferent lengths upon said yoke, guides for said guide portions, a block secured to the longer of said guide portions and having a projecting lip and a depending wedge-shaped portion, a spring between the adjacent faces of said block and one of said guides, and a trip lever pivoted upon a bracket and adapted to engage said block when the throttlel valve is opened to the full extent and the spring is compressed, all constructed and operated in the manner .substantially as speciied.

3. In a locomotive engine adapted for traveling upon a third rail railway whose third rail is constructed of overlapping sections, the combination of a bell-crank lever pivoted upon the throttle lever, a yoke surrounding the throttle lever and said bellcrank lever, guide portions of said yoke, guides for said guide portions attached to the boiler, a block upon one of the guide portions, a spring between said block and one of the guides, a trip-lever adapted to engage said block when the spring is compressed, and pivoted upon a bracket attached to the boiler; an electro-magnet carried by a bracket upon the boiler and provided with au armature having a hammer head adapted to release said trip-lever from engagement withsaid block when an electric current is passed through the coils of the electro-mag-` net, in the manner and for the purposes substantially as specified.

4. In a throttle closing device, the combination of a yoke embracing the throttle lever and having a guide portion, a block attached thereto, a guide for said guide portion, a spring between said block and said guide, a pivotally mounted trip-lever adapt-- ed to engage said block when the spring is compressed; an armature having a hammer head adapted to strike said trip-lever and release said spring when said armature is electrically attracted, and means for attracting said armature when two locomotives are approaching one another upon the same track, substantiall.Y as set forth.

5. In a throttle closing device, the combination of a yoke embracing the throttle lever, a `guide portion upon the yoke, and passing through a guide, a block attached to the guide portion, a spring between the block and the guide adapted to close the throttle valve when said spring is released, and admitting of the valve being opened when the spring is comlnessed, a trip-lever engaging said block when said spring is compressed, an armature having a hammer end adapted to strike said trip-lever and release said spring when said armature is electrically attracted, and an electro-magnet adapted to attract said armature,'substantially as set forth.

6. In a' locomotive engine adapted for traveling on a third rail railway whose third rail is constructed of overlapping sections, the combination of a slotted yoke embracing the throttle valve lever, guide portions for said yoke, guides for said guide portions, a block attached to one of said guide portions, a spring between said block and one of said guides, a trip-lever pivoted upon a bracket and adapted to engage said block when the spring is compressed; an armature having a hammer head adapted to strike said trip-lever when electrically attracted, an electro-magnet adapted to attract said armature, and a trolley frame journaled upon the aXles of the locomotive and carrying two electrically insulated trolley harps and wheels, substantially as set forth.

7. In a locomotive engine adapted for traveling on a third rail railway whose third rail is constructed of overlapping sections, the combination of a spring operated throttle valve closing device having a triplever, with an armature adapted to strike said trip -lever and release said spring, whereby the throttle valve is closed, and an electro-magnet adapted to attract said armature, whereby the spring is released, substantially as set forth. y

8. In a locomotive engine adapted for traveling on a third rail railway whose third rail is constructed of overlapping sections, the combination of a spring operated throttle valve closing device having a yoke and a spring, a trip-lever for holding said spring in compression, an armature for striking said trip-lever and releasing the spring, and an electro-magnet adapted to attract the armature and having two insulated wires simultaneously wound upon its cores, one wire above the other; a trolley carrying frame having an insulated cross bar with depending ends, depending stops upon said ends, trolley bars pivoted in said ends, harps upon said trolley bars, and trolley wheels journaled in said harps, substantially as set forth.

9. In a locomotive engine ada`pted for traveling on a third rail railway whose third rail is constructed of overlapping sections, the combination of a spring operated throttle valve closing device having a trip-lever, with an armature adapted to strike said trip-lever, and an electro-magnet adapted to forcibly attract said armature, said electromagnet having two separate cores with their axes parallel to one another and being wound successively; the winding consisting of two separate insulated wires wound simultaneously one above the other, upon each core, for the purpose of establishing two separate electrical circuits, one of which is open when the other is closed; said armature having a hammer head, a cross-bar spanning the ends of said cores, and a spring at the opposite end attached to an insulated binding-post, a contact spring rigidly attached to the armature and insulated binding-post to make contact with the spring, another contact spring above the first attached to the armature, but insulated therefrom, and from the other opening, an insulated binding-post for the last named spring, and a bracket attached to the boiler carrying the electro-magnets, the armature, and the binding-posts, substantially as set forth.

l0. In, or with, a third rail railroad, the combination with a locomotive engine throttle valve closing device provided with `a trolley for transmitting an electric eurrent, and attached to said locomotive, of an insulated third rail consisting of a series of insulated sections placed parallel to and overlapping one another at a short distance from one of the rails of the track, said trolley being provided with two trolley bars and harps carrying trolley wheels, one of which wheels makes contact with the third rail for a given direction of motion of the locomotive, and the other for making such contact when the locomotive travels in the opposite direction, also means carried by the locomotive for generating an electric current and transmitting same through an electromagnet having two separate windings acting upon the throttle valve closing device, thence through the trolley wheel electrically connected to one of the windings of the electromagnet through said third rail, thus completing the circuit through a similar throttle valve closing device upon another locomotive similarly equipped and approaching the rst mentioned locomotive upon the same ,track, and having its trolley wheel which 

